What’s new in LNG as marine fuel 1

Nexans flexible transfer lines for LNG bunkering

Nexans Deutschland GmbH is promoting the use of its Cryoflex transfer lines for use in LNG bunkering operations. Past coverage of Cryoflex in LNG World Shipping has concentrated on the large 16-inch diameter version of the flexible line for use in offshore LNG tandem loading operations. However, as the company states, Cryoflex, with its concentric, corrugated stainless steel tubes, can be made available in a range of diameters from 1 to 16 inches and the bunkering of LNG-fuelled ships is a target market of steadily increasing potential.

Design work on the Nexans double-walled, vacuum-insulated, flexible transfer pipe for small-scale LNG applications has now been completed. The manufacturer has worked with other specialists in the development of the product for LNG bunkering and has also been able to make use of its own expertise in cryogenic technology.

BB builds first LNG-powered escort tugs

Buksér og Berging (BB) secured a US$156 million contract from Statoil for the provision of two LNG-fuelled escort tugs for use at the Kårstø oil and gas terminal on Norway’s west coast. The vessels, which will go into service on behalf of Gassco, the terminal operator, are set to be the first tugs in the world running solely on gas fuel.

The contract is for a period of up to 10 years and includes a 10-year extension option. The tugs will enter into service in September 2013 and there is a possibility that they could also be utilised at other Statoil terminals. The tugs are being built by the Sanmar Denizcilik AS yard in Turkey.

The tugs have been designed in house by BB in co-operation with Marin Design AS of Kolvareid in Norway and Rolls-Royce Marine (Norway), the supplier of the vessels’ propulsion system. Rolls-Royce will provide each tug with two Bergen C6 gas engines, two Aquamaster US35 propulsion units and Acon control and monitoring equipment for the gas system.

Rolls-Royce points out that its spark-ignition Bergen gas engines can operate on low load without any restriction, have a quick and stepless ramp-up time from 0 to 100 per cent load and are easy to service and maintain. The LNG fuel system, based on the use of one AGA Cryo LNG tank in tandem with two coldboxes, is designed for a weekly bunkering operation taking approximately 45 minutes to be carried out by the tug crew.

BB anticipates that, as a result of the new hull configuration and propulsion system combination, the vessels will achieve a thrust efficiency up to 20 per cent higher than that offered by standard escort tug designs. The tugs will have a bollard pull of at least 65 tonnes.

LNG-fuelled boxship options under study at MOL

Mitsui OSK Lines (MOL) is investigating the feasibility of LNG-fuelled container ships in its drive to cut operating costs and provide its customers with environment-friendly shipping solutions. The initiative has been launched in tandem with several shipyards in Japan and Korea.

Although a range of ship size and propulsion system options are under review, MOL reports it is unlikely to order a large LNG-fuelled container ship before 2015. That timing would align with the entry into service of a number of new and modified LNG import terminals suitably equipped to play an LNG bunker hub role.

Two years ago MOL launched its Ishin-II concept for an LNG-fuelled ferry. Although the design work is now complete, the first Ishin-II ferry is yet to be ordered.

LNG carriers for the Yangtze

CNOOC Energy Technology & Services is developing in-house designs for LNG distribution tankers in the 10,000-30,000m³ size range. The ships will be provided with IMO Type C pressure vessel cargo tanks.

One of the principal drivers for the project is the need to deliver LNG from company import terminals along the Chinese coast to a new network of fuelling stations due to be positioned along the Yangtze River. China is poised to introduce LNG-fuelled shipping along its major rivers and waterways on a substantial scale over the next few years, creating the need for upwards of 50 fuelling stations on the Yangtze alone by 2015.

LNG delivered to riverside fuelling stations by CNOOC’s new breed of distribution tanker would be used to not only fuel river craft but also supply outlying areas with gas by means of LNG road tanker onward deliveries. Although no shipbuilding orders have been announced as yet, CNOOC has stated that it expects to have its first two LNG distribution tankers in service by the end of 2013.

Fjord1 takes delivery of new gas-powered ferry

The Fiskerstrand BLRT shipbuilding joint venture has delivered Edøyfjord, Fjord1’s latest LNG-powered ferry, for service on Norway’s coastal and cross-fjord routes. The new car-carrying vessel, of 1,630gt and able to carry 146 passengers and crew, will serve the Edøya-Sandvika route to the island of Smøla in Nordmøre County.

The 66.4m long ship was designed by Multi Maritime of Førde in Norway. The Western Baltija Shipbuilding in Klaipeda, Lithuania built the hull and carried out pre-outfitting work while the final outfitting, testing and commissioning was done by Fiskerstrand Verft AS at Ålesund in Norway.

Edøyfjord has two independent, gas-burning Caterpillar engines, one at each end of the vessel. Each engine drives a Schottel azimuthing thruster to provide a service speed of 11-12 knots. As the ferry is designed for operation in relatively exposed waters, it has a large freeboard and high bulwark.

Fjord1 is Norway’s leading operator of LNG-fuelled ferries. By the end of 2012 the country will have 17 LNG-powered, car-carrying ferries and three LNG-powered, passenger-only ferries in service, 12 of which will belong to Fjord1. Another recent delivery to the company is Boknafjord, at 129.9m in length the world’s largest LNG-powered ferry.

STX and Kogas to develop LNG bunkering system

STX Offshore & Shipbuilding (STX O&S) and Korea Gas Corp (Kogas) have signed a memorandum of understanding under which they will jointly develop an LNG bunkering facility concept as well as LNG-fuelled ship designs. STX O&S is already embarked on research in LNG-related fields and has developed a design for an ultra-large containership propelled by LNG. Such a ship would incorporate LNG FuSion, an LNG fuel supply system designed by the shipbuilder.

IPP unveils LNG-fuelled container feeder ship

Ingenieur Partner Pool (IPP), a German engineering firm, has launched a design for a mid-size, LNG-powered container ship for use in either regional liner or feeder services. Termed Stream, the design encompasses vessels in the 3,000-4,200 TEU range. The concept has received a certificate of approval from Germanischer Lloyd. The 4,200 TEU version would have a deadweight of 49,000 tonnes.

The LNG fuelling system for the Stream ship design was developed jointly by IPP and TGE Marine Gas Engineering and includes a fixed bunker tank inside the vessel and a portable deck-mounted LNG tank system which can be used to provide extra capacity. During bunkering the LNG tanks will be connected to a newly developed docking station.

The Stream design calls for the use of a dual-fuel MAN two-stroke engine developing 22.9MW and driving the ship through a single propeller. The same dual-fuel system is used for the auxiliary power generators and boilers. When the ship is loaded to medium draft, the main engine can provide all the vessel’s required electric and propulsive power. When needed, the auxiliary engines can generate additional power for added speed or to boost power in poor weather conditions.

LNG hybrid ferry for Wadden Sea

Becker Marine Systems, Ingo Schlüter Marine Consultants, Bureau Veritas and EON Hanse Wärme GmbH have developed a design for an LNG hybrid Wadden Sea ferry that will link the German mainland with its North Sea islands.

The Wadden Sea ferry will have two enginerooms, each equipped with three gas-burning engines and a hybrid battery pack. LNG will be supplied to the vessel in the form of two cryogenic road tank trailers positioned and sheltered on deck. One trailer will contain enough LNG for three days of ferry operation; trailers will be exchanged overnight as required. The arrangement provides the vessel with two separate LNG supply chains and propulsion systems.

It is intended to put the first vessel built to the new Wadden Sea ferry design into service in autumn 2013. The low-draught ferry will be 70m long, 14m wide and capable of transporting 250 passengers and 50 cars at a service speed of 11 knots. The same Becker-led team is engaged in the development of a variety of LNG hybrid ferry designs for individual traffic routes in other European coastal waters.

LNG-fuelled roros for Nor Lines

Nor Lines AS of Stavanger has ordered two 5,000 dwt, LNG-powered roro container ships at the Tsuji Heavy Industries (Jiangsu) yard in China for delivery in October 2013 and January 2014. The contract includes an option for two additional vessels. The initial pair, which will be the first LNG-fuelled vessels that are not LNG carriers to be built in China, will go into service on the west coast of Norway on completion.

Rolls-Royce will design and provide integrated propulsion systems for the two ships according to its Enviroship concept. The engine manufacturer explains that the wave piercing bow with which the ships will be provided, combined with its gas-powered engines and an innovative Promas propulsion system, will boost the newbuildings’ propulsive efficiency by up to 18 per cent compared with traditionally powered ships of the same size.

Each of the Nor Lines ships will be propelled by a Rolls-Royce Bergen B Series lean burn gas engine of Type B35:40 V12 developing 3,930kW (5,268hp) at 750 rpm. The 400m³ LNG fuel tank will provide each vessel with an operating range of about 3,400 nautical miles (6,300km).

Rolls-Royce systems for fish farm feed vessel

Eidsvaag AS has ordered a gas-powered fish farm feed supply vessel designed by Rolls-Royce and provided with environment-friendly systems from the engineering company. The newbuilding contract, the second for a vessel of the Rolls-Royce Environship type, will provide Eidesvag with a ship that will be used to distribute pelletised feed to fish farms along the Norwegian coast according to a demanding schedule that ties in with fish feeding habits.

Rolls-Royce points out that the NVC 401 forage carrier will generate 40 per cent less CO₂ emissions compared with similar diesel-powered ships. The systems and equipment to be supplied by Rolls-Royce include an LNG-fuelled Bergen C Series engine, a wave piercing bow and a Promas propulsion system which combines a propeller and rudder. Rolls-Royce will also supply a dynamic positioning (DP) system which uses satellite technology to hold the ship in position during the offloading of fish feed using a crane.

The Norwegian STX OSV yard is building the 15 knot ship and will make delivery in 2013. The fish feed vessel is the latest in a series of recent orders for Rolls-Royce LNG-powered ships, including the world’s first gas-powered tugs, coastal cargo ships and passenger ferries.

World ports consider LNG bunkering

The International Association of Ports and Harbours (IAPH) has established a seventh working group under its World Ports Climate Initiative specifically to look at issues surrounding port bunkering arrangements for LNG-fuelled vessels. Antwerp Port Authority (APA) will serve as the lead port for the new group and Tessa Major, technical manager of APA’s environment department, will chair the meetings. APA is already involved in a number of LNG bunkering projects, including the Flemish LNG study and the European Clean North Sea Shipping scheme.

The idea behind the new working group was welcomed at an inaugural meeting attended by representatives of the ports of Amsterdam, Bremen, Brunsbüttel, Frederikstad, Gothenburg, Hamburg, Los Angeles, Oslo, Rotterdam and Stockholm, as well as from class societies Det Norske Veritas and Germanischer Lloyd and the gas company Gasnor. The first meeting proper of the working group will take place in May 2012 in Antwerp. LNG